Signal system for railways.



C.-F. SHADLEQ SIGNAL SYSTEM FOR RAILWAYS.

APPLICATION FILED APR. 29. 1915.

Patented Mal 19,1918;

3 SHEET$'SHEET H l l mm C. F. SHADLE.

SIGNAL svvsnam FOR RAILWAYS.

APPLICATION FILED. APR. 29. I915.

Patented MafilQ, 1918.

3 SHEETS-SHEET 2- 4 a J UNITED strains oFFIoE."

' 'onmron r. snADLnor CLEVELAND, 01110, ASSIGNOR, BY mnsnn ASSIGNMENTS, To

'B. A. WORTHINGTON, TRUSTEE, OF NEW YORK, N. Y.

i SIGNAL SYSTEM FOR RAILWAYS.

T0-aZZ whom it may concern Be it known that I, CLm ron F, SHADLE,

a citizen of the United States, residing at Cleveland, in the county of Cuyahoga and State of Ohio, have invented certain new local signal. device in advance of the locafurther object oi my invention to provide an improved signaling system for railways tion of-iihe traveling signal device. It is a wherein the track is divided into blocks of suitable lengths, and embodying local control stations for the blocks controlled by normally closed circuits extending lengthwise of the tracks, and a traveling control device controlled in accord with the circuit of a block in advance of the block in which the traveling control device is located, and further to provide local contact-means in the block occupied by the traveling control device having circuit connection with the control-station of said block in advance.

It is a further object of my invention to provide=traveling signaling mechanism embodying traveling electric connections and a traveling electric translating device which is controlled by the flow of electricity in track circuits of advance blocks;

further to provide such translating device as an electric pole-changer; further to cause selective operation of selective traveling signal or train-control devices in accord with the presence or absence of closed circuit condition of the track circuit of an advance block or the direction of flow through said closed track circuit, for indicating, for instance, a clear block, a caution block, or a danger block ahead, and in case of a danger block desirably causing actuation of, a train control mechanism for causing stoppage of the train, such train control mechanism desirably causing actuation in the usual braking system of the train.

'It is the object of my invention further Specification 61 Letters 1 mm. P t t 19, 19 Application filed April 29, 1915. Serial No. 24,751. i

to provide local signal stations comprising signals controlled by said flow of electricity insaid track circuits of advance blocks, and

electric connections controlled thereby com-- prising local contacts for said traveling electric connections for setting up said travelmg electric translating device in accord block; 'further to provide a traveling maineling electric translating device in set-up relation; and further to provide a traveling normally interrupted circuit arranged to reset up said traveling electric translating device after interruption in the same due to danger condition thereof.

It is the object of my invention further to Provide a local battery, a local contact, and electric connection therebetween embodying a pole-changer, a traveling battery, a traveling contact for said local contact, and electric connection 'therebetween embodying a pole-changer, and a traveling polarized magnet arranged to be placed in circuit with each of said batteries, further to so arrange the parts that said polarized magnet is momentarily placed in circuit with both said batteries, and further to pro vide electric resistance in said electric connections of said traveling battery whereby the current of said local battery is caused to follow a course to the relay during said momentary placing of said polarized magnet in circuit with both said batteries; further to provide traveling electrically controlled signal devices the electrical connections whereof embody a polechanger controlled by said traveling polarized magnet for selectively operating said traveling signal devices; and further to so arrange said traveling signal devices and electric connections as to operate in accord with cone sponding local signal devices controlled by advance blocks. Q

It is the object of my invention further to employ the present established and approved track circuit and local signaling and local signal operating means now in general use upon 'railways, and to superpose thereon traveling signaling and. controlling means with said track circuit of said advance .60 taining circuit 'for maintaining said travsignaling and local signal operating means or causing interference in the electric circuits thereof, and to provide means whereby the signals on the traveling vehicle appear as duplications of the local signals of advance blocks, so thatthe driver, whether he be engineer, motorman 'or other operator of the traveling vehicle, may be advised in advance of arriving at such advance. block, of the condition of said advance block, and, desirably so that the vehicle may be automatically stopped prior to reaching the danger block.

'lheinvention will be further readily understood from the following description and claims, and from the drawings, in which latter:

Figure l is a diagrammatic representation of an exemplification of my invention.

Fig. 2 is a diagrammatic representation of the traveling portions of said exemplification.

Fig. 3 is a side elevation of one of the traveling contact mechanisms.

Fig. 4. is a. front elevation of the same.

Fig. 5 is a vertical section of the same taken on the line of Fig. 4, and showing the traveling contact in flexed relation, the rail being shown in side elevation.

11 and 12 represent the respective rails of a track which is divided into blocks of suitable lengths and suitable number, four of these blocks being indicated at A, B, C and D, separated by insulations 13.

B, (7 and 1) represent local stations at the entrance to the blocks 13, C and I) respectively. The parts at therespective local stations have corresponding reference le t ters and numerals applied thereto.

in the present exemplification the rail 11 is represented as the normally positive clcctrie conducting rail of the system, and the rail 13 as the normally negative conducting rail of the system. 45. At each local station there is preferably a local signal 16, shown as a semaphorearm, to indicate the condition of the block, at the entrance to which the signal is located. In the presentexemplilication the semaphore-arm at station B is in normal or upright position, its spectacle. 17 showing white, to indicate a clear 'or proceed condition of block B, the semaphore-arm at station G is in slanting position, its spectacle 18 showing green, to indicate a caution condition of the block C, and the semaphorearm at station D is in horizontal position, its spectacle 19 showing red. to indicate a danger condition of block D.

In the present exemplitication the signal is operated by compressed fluid, although it is within the scope of my invention to employ other means for operating the same. The. compressed fluid is shown controlled by electrically operated valves. I

21 represents a local signal control battery, which controls the clectro-pneumatic valves 23, 2st, connnunicating by passages 25, 26, with cylinders 27, 28, in which pistons 29, 30, operate. A piston-rod 31 extends from the piston 29 into the cylinder 28, and a piston-rod 32 is articulated with a lever pivoted by a pivot 3t in the base of a suitable signal-mast, and articulated at 36 with an actuating rod 37 extending lengthwise ot the signal-mast and articulated at 38 to the semaphorearm, the latter being pivoted on a pivot 39 to the signalmast.

A pipe l-l leads from a suitable source of compressed air to the inlet-port of the electro-pncumatic valve 2 j,and a pipe 4; eads from the passage 25 to the inlet-porto't clectro-pneumatic valve 24. these inlet-ports being designated by the reference letter a. Each of the electro-pneumatic valves has an inlet-valve b and an outlet-valve 0, the latter communicating with an outlet-port. (Z opening to the atmosplu-re. 'lhe valves 1 and e are connected by a stem 0 and are actuated by an electric translating device represented as an electro-magnet, these electro-magnets being designated and a l respectively. The electroamrgnets normally cause opening of the inlet-valves and closing of the outlet-valves,,as shown at station B, for depressing the pistons and moving the signal into white or clear-position.

When the compressed fluid is shut oil from cylinder 28 and said cylind er is opened by the breaking of the circuit of ma gnct 4:4, the weight 01 the semaphore-arm causes retraction of the piston 30 until it strikes the piston-rod 81, which is held by the pressure on its piston, bringing the signal to green or caution position shown in station C. When the circuit of electro-magnet 43 is broken, compressed fluid will also be shut ofi from cylinder 27 and said cylinder opened to the atmosphere, allowing retraction of both pistons and causing the semaphore-arm to descend by gravity to red or danger position, as shown atstation D.

The armatures o'l elcctro-magnets a3, 44:, are actuated through the medium of the signal-control battery 21. Electric conductors 4:6, 47, having a circuit interrupter lS therein, connect one of the poles of the battery 21 with one of the terminals of the electromagnet 43 and an electric conductor 4".) connee-ts the other pole of the battery 21 with the other terminal of the n'xagnet Electric conductors 4'6, 53, having a circuit-interruptc' 54 therein, connect one of the poles of the battery 21. with one of the terminals of the electre-magnct 414-, and electric couductors 49, 55, connect the other pole of said battery with the other terminal of said magnet 4 1-.

The circuitdntcrruptors 4.8, 5%, are controlled from an advance local station, preferably from the station at the entrance to thenext block in advance. Thus the said circuit-interrup'ters at station B are controlled from the local station C through the medium of a track circuit.

61 .represents a trackbattery. .A polechanger 62 is interposed between said battery and the track. The pole-changer is represented as having contact-arms 63,. '64,c0nnected by an insulated bar 65, and arran ed to cooperate with contacts 66," 67, 68. ne

gto'r 71with thapositivelpole of the track battery. An electric conductor 72 connects of the arms is articulated at; 69 with the signal-rod 37 The contacts 66, 68, are connected byelectric conductors 70 with the negative pole of the track battery, while the contact 67 is connected byan electric conducthe arm, 63 with the railll-of the block in rear of the one-at the entrance to which the local signalis located, and an electric conductor'73 connects thearm-64 with the rail 12 of said block.

The circuit-mterrupter s 48, 54, of the lo jcal station at the entrance of the block with which the electric conductors 7 2', 7 3, connect, are controlled by a local translating device 74,'shown as a relay, energized by the track battery of said-block. An electric conduc-- tor 75 connects the rail 11 of said block with one of the terminals of said relay and an electric conductor 76 connects the rail 12 of said block with the other terminal of said relay comprising a polarized armature neutral armature forming the circuit-interrelay. Said relay is preferably a polarized forming the circuit-interrupter 54:, and a rupter 48.

When now the local signal is in white or clear position, as shown atlocal station B,

which is the local station for the block in advance B, the pole-changer 62 will be in such position that the positive pole of the track-battery at said local station will have connection with the right-hand or normally positive rail of the blockin rear A, and the negative pole of the track-battery will have connection with the left-hand or normally negative rail'of said block in rear A, for energizing the polarized relay at the entrance of said, block and causing a current therethrough in accordance with the position of the pole-changer 62 at local station B, and closing the circuit-interrupter in the electro-pneumatic valve circuits at the en-:

trance of said block A in the absence of a vehicle or other obstruction in said block.

The presence of a vehicle in said block A, indicated at W, will however short circuit the track-battery across said rails through the wheels and axles of the vehicle and take the current from said polarized relay and '1; thereby open said circuit interrupter 48, .05.-

which is a neutral armature causing the signal at the entrance to block A to to. red or danger, a relation shown at loca station D, the circuit interrupter 54 having been previously swung for greenor 0811121011" condition of block.

This relation changes the poles in. the pole-changer 62 at local station D, so as to connect the right-hand rail of block G .looking in the proceed direction, with the negative pole of the track-battery 61 at station D, thereby reversing the polarity of ,.'the poralized relay 74 at station C and causing a swinging of the circuit interrupter'fi l, which is a polarized armature, so as to break the circuit energizing the coil of electro-pneumatic valve 2 1 at said station 0 and causing-the'signal at said station C to move to green or caution position.

Electric connections are further made with the local signal control battery 21 and continued into a different block, for instance,

a block in rear, where local contacts for the same are provided, forming a normally in-- terrupted or partial circuit. These electric connections comprise pole-changingmechanism forcausing the polarity of said local contacts to correspond to the polarity of the rails of the block served by said local signal control battery, traveling signal mechanism being provided which coiiperates with sald local contacts for duplicating in said traveling signal mechanism the signal caused by the control of said local signal control battery or electric translating device. This pole-changing mechanism is shown as a mechanical pole changer but my invention includes any character of circuit continuing or duplicating mechanism.

81 represents a pole-changer embodying contact-arms 82, 83, connected by an insulated bar 84, the arm 83 being articulated at 85 with the signal actuating rod 37. Contacts 86, 87, have electric connection with the negative pole of the local signal control battery 21, as'by means of an electric con ductor 50, which has a circuit-breaker 51 therein. A contact 88 has electric conneclengthwise of the track a suitable distance and connects with a local contact 92.

These local contacts are preferably local contact-rails insulated from the trackage and traflic rails, and may be short rails of say six to eighteen feet in length placed opposite each other at opposite sides of the track at a suitable distance from the block at the entrance to which the local signal station from which their electric conductors extend is located, this distance determining the length of time of travel throughout which the driver of the oncoming vehicle will have advance information of the state of the signal at the local signal station which he is a iproaching.

The right-hand local contact looking in the proceed direction is normally the positive local contact, corresponding to the normal polarity of the proximate rail, and the left-hand local contact is normally the negative local contact, corresponding to the normal polarity of the proximate lettdia-ndtraflic rail of the block. The polarities of the local contacts change however in accord with the polarity of the rails of the block served by the local signal station to which the electric conductors from said local contacts lead.

The vehicle is provided With traveling contacts 101, 102, which may be arranged in duplicate at the respective sides of the track. They are arranged to coact with the local contacts. An electric translating device 103 is arranged to have electric connections With said, traveling contacts for being brought into accord with the electric translating de vice of the local signal station at the en trance of the block in advance of the position or" the vehicle. This traveling electric translating device is exemplified as a polarizcd relay comprising polarized armaturcs 101, 105, and neutral armaturcs 108, 107, 108, and 109.

The direction of current in the polarized relay 103 is determined, during contact of the traveling contacts with the local contacts, by the position of the pole-changer in the conductors leading from the local signal control battery 21. of the station with which the contacted local contacts connect, the position of which pole-changer is controlled by the polarized relay 71 of said local signal station. The clicct is to cause duplication on the vehicle of the local sig nal al the entrance to the advance station in order that the driver of the vehicle may know the character of local signal he is approaching. I

An electric coluluctor 110 is connected in multiple by the terminals 111 with the travcling contacts 102 and with one of the terminals of thepolarizcd relay 103. Electric coinluctors 112, 113, in which the armature 109 is interposed, connect the other terminal 01'' the relay 103 with the traveling contacts 101, the latter connection being in multiple by the tcrn'riuals 111. The polarized armapolarization of the local signal control circuit of the local station 01 the block in ad.- vance upon contact 01 the traveling contacts brougth into action, turcs 101. 105, are set up in accord with the with the local contacts projected from said 2 station.

I further provide a traveling maintaining circuit for maintaining the polarized armature in set-up relation when the traveling contacts have passed beyond the range of said local contacts. The maintaining circuit includes a battery 117, and a polechanger 118 operated in manner to be hereinafter described. The pole-changer is exemplified as comprising contact-arms 119, 120, connected by an insulated bar 121, the arms arranged to make contact with the contacts 122, 123, 12 1. An electric conductor 125 connects with the normally positive traveling contacts 101 in multiple through the terminals 127, and with the contacts 122, 124 of the pole-changer 118. An electric conductor 128 connects with the normally negative traveling contacts 102 in multiple through the terminals 129, and with the contact 123 of the pole-changer 118. An electric conductor 130 connects the positive pole of the battery 117 with the contact-arm 119. and an electric conductor 131 connects the negative pole of the battery 117 with the contact-arm 120. The direction of current from the battery 117 to the traveling contacts is determined by the position of the pole-changer 118. These connections and traveling battery 117 form a traveling partial maintaining circuit. The circuit is completed to the polarized relay-103 through the conductor 110, connecting with one terminal of said relay, and through the conductors 112, 113, and neutral armature 109, con

necting with the other terminal of said relay.

The circuit is maintained in the direction.

determined by the local translating device and pole-changing until the travelin contacts make contact with the next loczil contacts, which contacts cause the traveling contacts to bend away from the terminals 127, 129, for interrupting the circuit from the traveling maintainim battery 117 and brings the traveling p0 arized relay 103 under sole influence of the local signal control battery 21 of the block in advance for again setting up the direction of current through the traveling polarized relay 103, the traveling pole-changer 118 being correspondingly set up, so that when the traveling contacts 101, 102, leave the local contacts and again complete the circuit through the traveling maintainingbattery 117, the direction of current therefrom through the relay 103 will be the same as or in accord with the direction of flow therethrough from the local signal control battery 21 last 1 shall now describe the traveling contacts are similarly constructed so that description of one will serve for both. The traveling contact 102 is a resilient electro-conductive bar, for instance, of steel, and depends from a suitable part of the traveling vehicle, as from the bolster 136 of an engine. Resilient electro-conductive strips 137, 138, extend parallel to the bar 102. A brace 139 also depends from the bolster. The bar, strips and brace are securely clamped together and to an angle-iron 140 by a clamp-bolt 141, insulat-ing strips 142 insulating said parts from each other, an insulating sleeve 144 besecured to the bolster. securely held in thebrace.

in about the bolt. The angle-iron is rig'-' idly A bolt 145 .1s

An insulating sleeve 146 surrounds the bolt and extends through clearance holes 147, 148, in the strip 138 and bar 102 and abuts against an insulating washer. 149 at one side of the strip 137, an insulating washer 150 being received about the bolt between the other side of the strip 137 and the head of the bolt, aninsulating collar 151 being received about the bolt between said washers in a hole in said strip 137. A spring.

153about the insulating sleeves 146 between the brace 139 and an insulating washer 154 atthe strip 138 normally presses saidstrip.

toward the bar 102. Electric contact is normally had between the terminals 111, 129, on the strips 138, 137, and said bar. When the bar or a suitable shoe thereon strikes a local contact, the bar will be bent, away from the contact 129 for interrupting the circuit of the traveling maintaining bat-' tery 117 In order to prevent too vlolent contact between the-trayeling and local contacts, I

prefer to incline the ends of the local con tact rails, as shown at 155. 'I prefer also to have the traveling contacts 101, 102, in duplicate, and the connections therefrom in multiple.

When the traveling maintainin c1rcu1t is employed, the local signal contro battery 21 of the block in advance and the traveling maintaining battery 117 will at times be momentarily in series upon initial contact of the negative pole of said battery, and when they, in,.this condition, reach the local conconnecting with the negative tacts projected {from a station set up like the station C, with the right-hand local contact pole and the left-hand local contact connecting with the positive pole of the local battery 21 of station 0. This condition of the batteries 21 will. however, during th of the traveling maintaifi i tpavel of the vehicle, between the local contacts of adjacent blocks, permit sufiicient, flow of current from the battery 117 through I said flow will be are and 117 being in series, is only for-an I stant.

In order, however, to prevent the current from the battery 21 flowing through the battery 117, and causing a part of the curtraveling electric translating device 103,1 introduce electric resistance devices 157,

rent of the battery 21 to pass through the 158, into theelectric conductors between the traveling maintaining battery 117 and the traveling contacts.

These traveling electric resistance devices 7 ng circuit during the traveling electric translating device 103 to maintain the function of the lar flow, the resistance functions ofthereslstances 157, 158, being closed condition latter, as

efi'ective'during; the electric series conneca 4 tion between the batteries 21 and 117.

Traveling signal devices are provided which under the influence of the traveling electric translating device 103 are caused to duplicate the local signal of an advance block. These traveling signal devices are suitably operated. I have shown them op-- erated by compressed fluid and controlled by electric clrcuits. I provide electro-pneu- -matic valves 161, 162, 163, for the purpose.

electro-pneumatic valve 161 controls the white or clear, or proceed signal, exemplified as an electric lamp 164, the electro-pneu" matic valve 162 controls the green or caution signal, exemplified as an electric lamp 165, and the electro-pneumatic valve 163'- controls the red or stop signal, exemplified as an electric lamp 166. The electro-pneumatic valves respectively comprise electric-magnets 167,- 168, 169, and are arranged to feed cylinders, 171, 172, 173, in which pneumatic valves, (see Figs. 1 and 2), comprises an inlet-valve z outlet-va ve. Z, the inlet and outlet valves be mg connected by a stem m, and connecting with the armature n of the electro-ma'gnet. A. passage 0 communicates are provided.

The electro-pneumatie valves ,161, 16 2,

pistons 174, 175,176, reciprocate, the pistons having rods 177, 178, 179, ex tending therefrom. Each of the electroarranged to be urgedto *seatin position by a spring 170; and an with the cylin- ,c der. An inlet-port p and and outlet-portg 163, are fed from a suitable source of com I pressed air, asfrom the usual com ressecl a r reservoir 180 on the locomotlve, by pipes 181,182, 183, connecting said reservoir with the inlet-ports of said respective electro-pneumatic valves. The amount of air required'to operate the istons throu h these valves is small and W111 not afiect t e air-brake system, especially if taken from with the train-pipe the reservoir, it being not desirable to affect the air-brake system when the valves 161, 162, are operated as they are respectively for clear and caution conditions of track, pro- Vision being made however for bringing the braking system into action when valve 163 is operated.

1 form connections whereby, when the electropneumatic valve 163 is operated, a relief'ot pressure in the braking system is effected so as to cause an application of the brakes, this connection being exemplified as 184, the connection be ing preferably .made on the line leading to the engineers brake valve. 1 provide means whereby, when the inlet-valve 21 of the electro-pneumatic valve 163 is closed by the breaking of the circuit of its electro-magnet,

the air from the train-pipe is vented, pre'ferably to the atmosphere, in order to make an emergency application of the brakes through the usual brake-systcn'i with which the train-pipe 18a connects. For this purpose a branch pipe 186 leads from the trainpipe and communicates with-a valve-seat 187 normally closed by a valve 188 on the piston-rod 179.

The pressure of the air in the train pipe being normally on the piston 170, which is of greater area than the area of the open ing of the valve-seat 187, the valve 188 is normally closed. When however the exhaust-valve Z opens to release the air in the cylinder 173, the valve 188 unseats, due to recession of the piston, causing a sudden venting of the air in the pipe of the brakesystem, and causing application of the brakes of the brake-system of the train, bringing the train to-a stop with an emergency stop.

The pistons 17 1, 175, are normally retracted by springs 1 The traveling signals are controlled through a traveling source of electric power, represented as a traveling signal control battery 191, from which electric conductors connect with the elcctro-magncts 167, 168, 169, for controlling the same, and to the electric lamps for lighting the same.

The traveling signal mechanism is shown set up in Figs. 1 and 2, for showing white or a clear block ahead. An electric conductor 192 connects with one pole of the traveling battery 191 through the conductor 131, and through the neutral armature 107 with an electric conductor 193, through the polarized armature 105, in contact with the terminal 194 of an electric conductor 195 connecting with one terminal of the electromagnet or translating device 107. An electric conductor 196 connects with the other terminal of the electro-magnet 167 and connects with the terminal 197 with which electric connection is made by an electric conductor 198 through the polarized armature 104, the electric conductor 198 connecting with an electric conductor 199 through the neutral armature 106 and through an electric conductor 200 with the other pole of the battery 191.

The neutral armatures 106, 107, being drawn up, and the polarized armatures 104, 105, being swung to cause contact with the terminals 197, 194i, circuit from the battery 191 is had with the electroanagnet 167, for opening the electro-pneumatic valve 161 and pushing; the piston 17 1 forward, whereby the pole-changer 118 is swung, the arm 119 thereof being articulated at 203 with the piston-rod 177. Furthermore an electric switch 20%, articulated at 205 with the piston-rod 177 makes contact with the terminal 206, thereby closing the light-circuit tor the white light 161 from the battery 191, and causing lighting of said light. This light-circuit comprises the electric conductor 131, an electric conductor 207 connecting therewith and with one terminal of the light 161, an electric conductor 208 connecting the other terminal of said light with said switch 201, the terminal 206 being connected with an electric conductor 209 connecting with the conductor 200.

If now the vehicle proceeds in the direction of the arrow until the traveling contacts make contact with the local contacts projected from station B, the signal of which is also in white or clear position, indicating proceed condition of the block, the circuit with the traveling maintaining bat tery 117 will be momentarily interrupted by the recession of the traveling contacts 101, 102, from the terminals 127, 129, but no change in relation of the traveling signals will take place they are already In accord with the signal at the station B at the entrance to block B.

The vehicle proceeding in block B will cause contact between the traveling contacts 101, 102, and the local contacts 90, 92, projected from the station C at the entrance to block C. The block C has been temporarily changed into a caution block by the danger condition of block inbet'orc Xplained, the polarities of its tracks having been reversed, and the polarities off said local contacts projected rearwardl y from the station at its entrance having also been reversed in manner hereinbei ore explained and as indicated by the plus and minus signs in Fig. 1.

The contact of the traveling contacts with the local contacts will cause recession of the traveling contacts from the tcrniinals 127, 129, thereby interrupting the circuit in which the traveling maintaining battery 117 is located and completing the circuit between the. local signal control battery 21 of station C with the traveling electric translating device 103. as hereinbei'ore explained. The result of the formation of this current with D, as hereing setting up of the traveling signal de vices.

The olarity of the travelingelectric translat1ng, -device 103 being changed, its

polarized armature or armatures will in-' stantly correspondingly. change and swing for causing contact of the polarized arm'atures 104, 105, respectively with the terminals 211,- 212. This change of contact will interrupt the current from the battery 191 through the electro-magnet 167 and simul; taneously complete the circuit through the I electro-magnet 168, an electric conductor 213 connecting the terminal 211 with one of the terminals of the electro-magnet 168 and an electric conductor214 connecting the terminal 212 with the other terminal of the electro-magnetv 168. Q I

The interrupting of the current through the electro-magnet 167 will cause closing of r the inlet-valve z and opening-of the outletvalve Z of electro-pneu'matic valve 161 for opening the cylinder 171 for permitting retraction of the piston 174 and the discharge of the compressed air from the cylinder 171,

the discharge in this instance taking place,

through the signal whistle 215, the hi hly compressedair passing through the whlstle, giving ashort sharp .blast to notify the engineer that the vehicle is about to leave a clear or proceed track and is approachinga caution or danger track. The retraction of the piston 174' will also swing the switch 204 1or shutting oil the clear or white light 164, the green light 165 being instantly lighted. It may be here stated that in railway'traflic practice absence of a signal-indicates danger, and causes the driver to stop .the vehicle.

As soon as the electric-magnet 168 has been energized-as aforesaid, the outlet valve.

Z of the -electro-pneumatie valve 162 will movement of the piston 175 of the cylinder 172. The piston-rod 178 of the piston 175 is articulated at 218 with a switch 219. arranged to make contact with the terminal 220 extendinglfrom the electricconductor 209 for causing lighting of the green light 165,

' which has an electric conductor 221 connecting with therswiteh 219 and with one of the terminals of the light 165, and an electric conductor 222 connectingthe other of the terminals of said light with the electric conductor 131, the electric conductors 209 and 131 extending to the battery 191, as h'.reinbefore explained.

4985111111115 now that the vehieleproceeds of the electro-pneumatic valves station D,

51 for breaking under caution into block C, it will eventually ing dropping of the neutral armature 48 and the breaking of the circuit energizing the 'electro-pneumatic valves 43, 44C, and closing so 23, 24, at for causing the signal or semaat said station to drop to horiposition and indicate a red light, action also opens the circuit breaker the normally interrupted circuit of local signal control battery 21 of station D with the local contacts connected therewith at the side of the rails in block C. When now the traveling contacts make contact with saidlast-named' local contacts for. moving said traveling contacts away phore arm zontal which from the terminals 127, 129, connecting with the traveling maintaining battery 117, thecircuit through the traveling. polarized relay 5 103' will be 1nterrupted and said relay deenergized whereby all the neutral armatures 106, 107, 108 and 109 will drop and .all circuits through the traveling battery 191 will be broken, current being taken from all of the electro-magnets 167,168, 169, and all of the pistons 174, 175, 176, not already in retracted position will move. to retracted positions for causing extinction of the lights 164:, 165, and further causing the closing of the circuit of the red light 166 with the traveling battery 191. This action also causes the application of the brakes of the train braking system through the opening of the valve 188, as hereinbefore explained. 110

The red light 166 has one of its terminals connected by an electric conductor 225 withthe electric conductor 131, the other-of the 7 terminals of said lamp being connected by an close and its inlet valve z open for causing electric conductor 226, which connects with. 5 a switch 227 articulated at 228 with the pis ton-rod 179, andarranged to contact a terminal 229 connected by an electric conductor 230 with the electric conductor 209 and thence to the battery 191. The emergency application described Will bringthe train to a quick but easy stop,- as it does not shut oil the steam from the en gine, this shutting off of steam being inadvisable, as the shutting ofl of the steam upon application of an emergency in the braking system causes jarring of the train. It is c' ntemplated that the steam in my improved'system will be shut ofl bythe train comes quickly to a dead and easy stop, prior to the entrance of the train into the danger block, as the changing of the tra vcling signal mechanism from green or cantion to red or stop condition takes place at the local cont-acts which are sul'iiciently in rear oi the bloclc controlled by the same to cause the stoppage of the train prior to entrance oi the train into the danger block.

The traveling signal mechanism having made a red or danger indication, and in the present exenuJliiication havin made an emergency application. of the brakes, it is beyond the power of the driver of the veh 1- cle to again cause the vehicle to proceed. it is desirable, however, to place the vehicle again under the control oi? the driver, but, to so arrange the re-control device. as to cause a lapse of time between the red or danger indication and the re-control of the travel of the vehicle, in order to enable the driver to collect his thoughts and to compel attention to what he is about to do.

1 therefore provide a ire-control button 230 placed. at a'position away from the usual position of the driver of the vehicle, as the opposite side of the cab, or at some point compelling the .lriver to move from his position in order to reach the same.

I connect the button with connected switches 23?, 238, by means of an insulated rod 230, the switches and button being normally retracted by a spring 2 10. An electric conductor 2%;1 connects the switch 237 with the electric conductor 110 connecting with one terminal of the traveling polarized relay 103. An electric conductor 2&2 connects the terminal 2&3 tor switch 247 with the electric conductor 128 connecting with the terminal 123 of the polechanger- 1.18. .in electric conductor 245 connects the switch 238 with the electric conductor 112 coni'iccting with the other terminal of the traveling polarized relay 103. An electric cimdnctor 24-0 connects with the terminal oi switch 238% and with the electric conductor 125, connecting with thetcrminal 121 of the traveling; pole-changer 11 \Vhea now the re-control button 236 is pressed, the switches 237, 2238, make contact respectively with the terminals 213, 247, establishing the circuit from the traveling n'iaintaining battery 11? through the electric conductor i 31, the arm 120 oi? the travcling pole-changer 118 to, the terminal 121, (it being understood that the pole-changer 118 is reversed troni the position shown in Figs. 1 and 2). thence through the electric conductor 125, the electric conductor 2 10, the terminal 2157, switch 238, and electri conductors 24.5 and 112 to one of the t ern'iinals oil the traveling yailarized relay 103, tlnroingh the po rized relay to the other terminal thoreot, the elm-trio conductors 110 and 24:1, the switch is; and terminal. 213,

electric conductor 242, terminal 123, travcling pole-changer arm 119, and electric. conductor 130 back to the traveling maintaining battery.

This circuit will energize the traveling polarized relay 103 and cause attraction of the neutral armatures 106, 107, 108, and 109, for closing the gaps established thereby. The traveling pole-changer 118 will be in green position and thereby establish current from the traveling battery 191 with the electro-magnet 168 through the position of the polarized armatures 101, 105, causing con: tact with the terminals 211, 212.

The drawing up of the neutral armatures by the reestablishing of the circuit through the traveling battery 117 and the traveling polarized relay 103, will also again. cause energizing of the electromagnet 169 and the opening of communication through the electro-pneumatic valve 163 between the reservoir 181 and the cylinder 173 of the red or danger signal device. The pressure from the auxiliary reservoir upon the piston 176 will close the valve 188 in the rain-line, permitting the engineer to again pump up the train-line and remove application of the brakes.

This again places the train or vehicle under thecontrol of the driver, by resetting up the t-aveling signal. devices, With. the traveling signal mechanism in green or caution condition for permitting perm: ssive movement of the train or vehicle under the control of the driver.

Having thus fully described my invention, what I claim as new and desire to secure by Letters Patent, is:

1. In asignal system for railways, the combination of a track divided into blocks, a local station at a. block, means at said local station embodying an automatic polechanger, a source of electric energy, said pole-changer arranged for'revers'e connections with the poles of said source of electric energy, and local contacts havin electric connections with said pole-changer ror forming a local partial circuit, the polarities of said local contacts being determined by said pole-changer, a traveling partial circuit, a traveling polarized relay served thereby, said traveling partial circuit embodying traveling contacts arranged for contact with said local contacts for completing said partial circui-tsv and arranging the polarity of said polarizcd relay in accord with the arrangement ot said automatic 1 ole-changer,' a traveling partial circuit comprising a source of electric energy, and electric means connecting with said last-named traveling partial circuit for completing the circuit of said traveling source of electric energy with said traveling polarized relay for maintaining the polarity cl said polarized relay.

2. In a signal system for railways, the

traveling contact therefor arranged for making contact at intervals with said respective local contacts, a traveling partial circuit embodying)a. traveling source of electric energy, means etween said traveling contact and traveling source of electric energy for chang ing the electric value of said traveling contact, and means whereby said local partial I circuit comprisin said local source of elec- I embodying a raveling. translating device "for making contact at intervals with said a travel? tric energy at sairespective blocks and said traveling partial circuit comprising said traveling source of electric energy are selectively completed through said traveling partial circuit comprising said translating device, for setting up said traveling translating device in accord with .the electric value of said respective localvcontacts upon contact of said traveling contact with said respective local contacts, and for maintaining said setup relation of said traveling translatin device during intervals, between contacts o said traveling contact with said respective local contacts. a

3. In a si al system forrailways, the combination o a track dividedinto blocks; a local source of electric energy, a local contact, and means between said local source of electric energy and local contact for chang-' .ing the electric value of said local contact, forming a local partial circuit at said respective blocks: a traveling partial c1rcu1t and a traveling contact'therefor' arranged respective local contacts, forming ing partial circuit, asecond traveling partial circuitincluding a travelin source of electric energy, traveling sig'na in means, and

. electric controlling means there or controlled by said translating device and embodylng' means forchanging the electric value of said traveling contact, arranged whereby said local partial circuit at said respective blocks comprising'said source of electric energy and said traveling partial circuit comprising said traveling source of electric are selectively completed 1 through translating device, for setting up said traveling translating dev ce in accord w1th the electric valueof said respective local contacts upon conta of said traveling contact with said respec ivelocalcontacts, and for mamaining said "set-uprelation of said traveling translati Idevice during- 'intervals between contacts 0 said traveling contact with said respective local contacts.

In a signal system for rallways, the combination of a track divided into blocks; a I

blocks, a traveling partial'circuit comprismg a traveling translating device,-a travel ing partial circuit comprising a traveling source of electric energy, and a traveling contact therefor arranged for making contact at intervals with said respective local contacts;' traveling signaling means, and electric controlling means therefor embodying means for changing the electric value of sa d electric traveling contact in accord with said electric value of said respective local contacts, said controlling means controlled by said traveling translating device, said traveling signaling means including train con trolling means, and arranged whereby said local partial circuit at said respective blocks comprising said source .of electric energy and said traveling partial circuit comprismg said traveling source of electric energy are selectively completed through said traveling partial circuit comprising said translating device, for setting up said ,traveling translating device in accord with the electric value of said respective local contactsupon contact of said traveling contact with said respective local contacts, and for maintaining said set-up relation of said traveling translating device during intervals between contacts of saidtraveling contact with said respective local contacts.

7 5. In a signaling system for railways, the combination of a track divided into blocks, local stations respectively at the entrance to said blocks, said local stations comprising signaling means for clear condition, caution condition danger condition of blocks ar-- ranged-whereby when said signaling means of a block in advance indicates danger condi-,

tion of said block the signal for a block in rear will show, cautioncondition, a traveling signalingmechanism comprising signals for clear condition, caution condition and danger cond1t on', -part1al glrcuits at said respective local signal stationscomprising a source oi elec-tricenergy andya local contact in a block in rear, a traveling partial circuit for controlling said traveling signals and comprising a traveling contact arranged for contact with said locai contacts, means whereby when contact between said traveling contact and a local contact is made the traveling signalingmeans is set up in accord with the local signaling means, and a traveling maintaining partial circuit arranged for connection with said partial traveling signal con-- trol circuit for maintaining said, traveling signaling means in set-up relation,

6. IILa signaling system for rallways, the

' combination elf-a track divided into blocks,

local stations respectively at the entrance to said blocks, said local stations comprising signaling means for clear condition, caution condition and danger condition of blocks arranged whereby when said signaling means of a block inadvance indicates danger condition of said block the signal for a block in rear will change to caution condition of said block in rear, a traveling signaling mechanism comprising signals for clear condition, caution condition and danger condition, partial circuits at said respective local signal stations comprising local contacts in blocks in rear, a traveling partial circuit for controlling said traveling signals and comprising traveling contacts arranged for contact with said local contacts, means whereby when contact between said traveling contacts and local contacts is made the traveling signaling means is set up in accord with the local signaling means of the block in advance, a traveling maintaining partial circuit arranged for connecting with said travcling partial. signalcontrol circuit for maintaining said traveling signaling means in set-up relation, said traveling signal control means arranged for interruption of said traveling partial signaling circuit upon arrangement of said traveling signals for danger condition, and means under the control of the operator tor reestahlishing said travcling signaling circuit.

7. in a signal system for railways, the combination with a track divided into blocks, of a plurality oflocal signals, a local signal control circuit comprising a plurality oil legs for selectively setting up .said plurality of signals, a track circuit extending from a block in advance embodying a translating device for setting up the flow of electricity selectively through said legs of said local signal control circuit, local contacts in rear of and having electric connection with said local signal control circuit, a plurality of traveling signals, a traveling signal control circuit therefor embodying a plurality ot a traveling partial circuit embodying a. translating dev' c for controlling the flow ot electricity selectively through said respective legs, traveling contacts arrai'iged :tor routactii'ig said local contacts and thereby setting up said traveling signal control circuit in accord with the setting up of said local signal control circuit, and a traveling maintaining partial circuit arranged for completing said traveling partial circuit in which said traveling translating device is located.

8. in a signal system for railways, the combination of a vehicle, a traveling electric translating device thereon, localsignals, a local partial setting-up circuit controlled thereby, a plurality of traveling signals ad ja cent to the drivers position on said vehicle, partial electric circuitscont-rolling said device is included, a local partial.

weaves signals respectively, a traveling source of electric energy, controlled means under the control of said translating device connecting any of said partial circuits with said traveling source of electric energy in accord with the setting-up control of said local partial settingup circuit, a traveling partial maintaining circuit arranged for selective connection with said translating device, said traveling partial maintaining circuit including a part of said controlled means, and means on said vehicle under the control of the driver of the vehicle distanced from said drivers position for re-control of said trans lating device by connection with said traveling partial maintaining circuit.

9. In a signal system for railways, the combination of traveling electropneumatic valves comprising electro-magnets for controlling said valves, said electro-pneumatic valves including valves for caution condition and danger condition of track ahead, partial electric circuits in which said electro-magnets for clear condition and for caution condition of track ahead are respectively included, a traveling source of electric energy, a traveling translating device, a partial traveling circuit in which said translating device is included, a

local partial circuit controlling said translating device, and movable connecting means under the control of said translating device for electrically connecting either of said first-named partial circuits controlling said electro-pneumatic valves for clear condition and for caution condition of track ahe d with said traveling source of electric energy, said traveling source of electric energy being normally in circuit with said electro-magnet of said electro-pneumatic valve for danger condition of track ahead, and said translating device arranged for heing deenergized upon danger condition of track ahead for release of all said elcctro magnets.

l0. 'ln a signal system for railways, the combination oi? traveling clectro-pneumatic valves con'iprising electro-magnets for controlling said valves, signal actuating mechanism con'iprising a compressed liuid chamher for each of said valves, partial electric circuits in which said magnets a traveling source of electric energy, a. traveling translating device, a partial traveling circuit in which. said translating circuit controlling said translating device, movahle connecting means under the control of said translating device for electrically connecting either of said li'rstnamed partial circuits with said traveling source of electric energy, and a whistle connected with said compressed fluid chamber of one of said signal actuating mechanisms, whereby upon actuation of said last-named signal actuclear condition,.

are included,

ating mechanism said compressed fluid of sald chamber is released through said whistle for causing blowin of said whistle. .11. In a signal system l or railways, the

combination of travelingelectro-pneumatic valves respectively for clear condition, caution cond1t1on and danger condition of track ahead, an electric translating control device for each of said valves, a partial electrlc circuit for each of said electric translating control devices, a traveling electric translating device, a traveling source of electric energy for said respective traveling translating control devices, and electrically controlled means for selectively causing electric connection between said traveling source of electric energy and either one of said electro pneumatic valves controlling 'clear condition and caution condition of track ahead and nQlfmally causing connection between said traveling source of electric energy and said electro-pneumatio valve for danger condition of track ahead and comprising means Wherebysaid partial circuits are interrupted .fromsaid traveling source of electric energy. 12. In a signal system for railways, the combination of traveling electro-pneu-matic valves respectively for clear condition,

caution condition and danger condition of track ahead, an electric translatlng control device for each of said valves, a partial elec-' tric circuit for each of said electric translat1n trans ating device, a traveling source of electric energy for said respective traveling translating control devices, electrically con trolled means for selectively causing electric connection between said traveling source of electric energy and either one of said electropneumatic valves controlling clear condition and caution condition of track ahead and normally causing connection" between said traveling source of electric energy and said electro-pneumatic valve for danger con dition of track ahead and comprising means whereby said partial circuits are interrupted from said traveling source of electric energy, and a traveling partial maintaining circuit normally .connected with said traveling translating device.

13. In-a signal system for railways, thesource of electric energy,

the state of said si controlled by the polarity of control devices, a traveling electric said last-pa a plurality of eled. tro-pneumat1c valves respective] for. clear condition, caution condition and anger. condition of track ahead, signals controlled by sa d respective valves, electro-magnets' for said respective valves for controlling the same, a partial circuit for each of said electro-magnets for clear condition'and caution condition of track ahead, a traveling source of electric energy, a' polarized armature concausing selective connection between said travehng source of electric energy and said trolled by said traveling polarized relay for last two-named electro-pneumatic valves, and i a neutral 'relay or relays controlled by said traveling relay for controlling electrical connectiontbetween said traveling source of electric energy and said electroncumatic valve for danger condition of trac ahead.

14. In a signal system for railwa s, the combination of a track divided into locks, local signals atthe entrance of blocks co prising signals for clear condition, caution condition and danger condition of track ahead, a local pole-changer controlled by nals, a partial circuit signals and said polechanger, a traveling polarized relay, a traveling partial circuit therefor arranged for connection with said partial circuit projected in rear for causin accord between said polarized relay anf sald pole-changer, a

projected in rear 0 said local traveling source of electric energy, a'plu- 'rality of electro-pneumatic valves respecv -tively for clear condition, caution condition and danger condition-of track ahead, 's1gnals controlled 'by said respective valves, electro-magnets for said respective valves for controlling the same, a partial circuit for each of said electro-magnets for clear condition and caution condition of track ahead, a traveling-source of electric, energy, a polarized armature controlled by said travelingpolarized relay for, causing selective connection between said traveling source of electric energy and said last-fwoenamed electro-pneumatlc valves, aneutral relay or relays controlled by said travelmg'relay for controlling electrical connection between sa d traveling source of electric energy and said electro-pneumatic valve for danger conchtion of track ead, and a valve connecting with the pneu atic brake-system'end wit med electroneumatic valve ior application of the brakes upon release 'of said last-named valve.

15.In a signal system for railwa s,'tlie combination of a track divided into locks, local signals at the entrance oil blocks com-. prising signals for clear cond tlon, caution condition and danger condltlon of track ahead, a local pole-changer controlled by the state of said signals a-partial circuit projected" in rear of sai local als and controlled in polarity by said pole-changer, a traveling polarized relay, a traveling partial circuit therefor arranged for connection with said partial circuit projected in rear for causing accord between said polarized relay and said pole-changer, a traveling source of electric energy, a plurality of elecl31'0131'16111112ltl0 valves respectively for clear condition caution condition and danger condition of track ahead, signals controlled by said respective valves, electro-inagnets for said respective valves for controlling the same, a partial circuit for each of said electro-rnagnets for clear condition and caution condition of track ahead, a traveling source of electric energy, a polarized armature controlled by said traveling polarized relay for causing selective connection between said traveling source of electric energy and said last two-named electro-pneiunatic valves, a neutral relay or relays controlled by said traveling relay for controlling electrical connec tion between said traveling source of electric energy and said electro-pneumatic valve for danger condition of track ahead, and a traveling partial maintaining circuit including a traveling source of electri energy arranged for connection with and interruption from said partial circuit including said polarized relay.

16. In a signal system for railways, the combination of a track divided into blocks, local signals at the entrance of blocks com prising signals for clear condition, caution condition and danger condition of track ahead, a local pole-changer controlled by the state of said signals, a partial circuit projeeted in rear of said local signals and controlled in polai'ity by said pole-changer, a traveling polarized relay, atraveiing partial circuit therefor arranged for connection With said partial circuit projected in rear for causing accord between said polarized relay and said pole-changer, a traveling source of electric energy, a plurality of electro-pneumatic valves respectively for clear condition, caution condition and danger condition of track ahead, signals controlled by said respective valves, electro-magnets for said respective valves for controlling the same, a partial circuit for each of said electro magnets for clear condition and caution condition of track ahead, a traveling source of electric energy, a polarized armature controlled by said traveling polarized relay for causing selective connection between said traveling source of electric energy and said last two-named electro-pneuinatic valves, a' neutral relay or relays controlled by said traveling relay for controlling electrical connectionbetween said traveling source ot'cleo tric energy and said electro-pneuniatic valve for danger condition of track ahead, a travelin -partial maintaining circuit including a' traveling source of electric energy ar-= weaves ranged for connection with and interruption from said partial circuit including said polarized relay, and a pole-changer under control of one of said traveling signals for changing the direction of l'lOW of current from said traveling source of electric energy through said polarized relay in accord with the positions of said signals.

17. In a signal system for railways, the combination of trackv divided into blocks, a local source of electric energy, local con tacts projected in rear of a given block, pole-changer between said local source of electric energy and local contacts for chang in the polarities of said local contacts, traveling source of electric energy, traveling contacts elect ically connected with said traveling source of electric energy, said elec trical connections including an. electric sistance resistances, and a translating device arranged for connection with either or both of said partial circuits including sgid sources of electric energy, said resistance or resistances arranged for influencing tlow from said local electric source of energy said traveling translating device when. batteries are in series by contactof said tr cling contacts with said local contacts.

18. in a signal system for railways, the combination a traveling electrc-pneu- Inatic valve for clear condition of traclt ahead, a traveling electro-pneuniatio valve for caution condition ahead, trav cling signal operating means connecting with said respective electro-pneurnatic valves including compressed air mechanism coin prising a chamber, a traveling compressed air reservoir for feeding said electro-pneumatic valves, a traveling source of electric energy having electriciconnection with said electro-pneuinatic valves for controlling the same, a traveling polarized relay for con trolling said electrical connections to either of said electro-pneuinatic. valves and for controlling a traveling pole-changer tor controlling the direction of flow through said polarized relay, and a traveling par all maintaining circuit for said polarized relay which includes said pole-changer.

19. in a signal. system for railways, the combination ot a traveling electro-pneuinatic valve for clear condition of track ahead, a traveling elcctro-pncuznatic alve for caution condition of track. alien a traveling electro-pneuinatic condition of track ahead, traveling signal operating means connecting with saio espective clcctrc-pneun'iatic valves including compressed. air mechanism comprising a chamlcr, a traveling compressed air reservoir for feeding said electro-pneuinatic valves, a traveling source of electric energy having electric connections with said electro-pncuniatic valves for controlling the same, a traveling polarized for convalve for danger 1 trollin said electrical connections to either 'of sai first two named electroneumatic valves and for controlling a pole-c anger for controlling the direction of flow through saidpolarized relay, said traveling polarized relay controlling the making or breaking of,

said electrical connection with said electropneumatic valve for danger condition of track ahead, and a traveling partial maintaining circuit for said polarized relay which 10 includes said pole-changer.

In testimony whereof, I have hereunto signed my name in the presence of two subscribing witnesses.

CLINTON F. SHADLE.

Witnesses: v

THERESA M. SILBER, CHARLES E. WEBER. 

